CN101668965B - Gear box for motor vehicles and motor vehicle comprising said gear box - Google Patents
Gear box for motor vehicles and motor vehicle comprising said gear box Download PDFInfo
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- CN101668965B CN101668965B CN2008800086861A CN200880008686A CN101668965B CN 101668965 B CN101668965 B CN 101668965B CN 2008800086861 A CN2008800086861 A CN 2008800086861A CN 200880008686 A CN200880008686 A CN 200880008686A CN 101668965 B CN101668965 B CN 101668965B
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- gear
- shaft
- subdivision
- input shaft
- speed changer
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- 230000005540 biological transmission Effects 0.000 claims abstract description 10
- 230000007935 neutral effect Effects 0.000 claims description 5
- 230000008878 coupling Effects 0.000 description 7
- 238000010168 coupling process Methods 0.000 description 7
- 238000005859 coupling reaction Methods 0.000 description 7
- 238000000034 method Methods 0.000 description 6
- 230000008569 process Effects 0.000 description 5
- 230000008859 change Effects 0.000 description 4
- 230000008901 benefit Effects 0.000 description 3
- 230000009471 action Effects 0.000 description 2
- 238000001816 cooling Methods 0.000 description 2
- 230000007704 transition Effects 0.000 description 2
- 241001183271 Verrucomicrobiaceae Species 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 230000009365 direct transmission Effects 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 230000000717 retained effect Effects 0.000 description 1
- 230000001360 synchronised effect Effects 0.000 description 1
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
- F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
- F16H3/097—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts the input and output shafts being aligned on the same axis
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
- F16H2200/0043—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising four forward speeds
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/0082—Transmissions for multiple ratios characterised by the number of reverse speeds
- F16H2200/0091—Transmissions for multiple ratios characterised by the number of reverse speeds the gear ratios comprising three reverse speeds
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Structure Of Transmissions (AREA)
- Arrangement Of Transmissions (AREA)
- Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
- Hybrid Electric Vehicles (AREA)
Abstract
The present invention relates to a transmission for a motor vehicle comprising an input shaft (10) which is arranged for rotation by the driving power from an engine of the vehicle and adapted to bearing at least one disengageable gearwheel (20, 22), a mainshaft (12) adapted to bearing gearwheels (24, 26, 28), a first intermediate shaft (14) adapted to bearing gearwheels, at least one of which is a disengageable gearwheel (30), the respective gearwheels on the mainshaft and on at least the first intermediate shaft being adapted to meshing with one another in pairs, one gearwheel in each pair being a disengageable gearwheel, and a second intermediate shaft (16) adapted to bearing a disengageable gearwheel (40), the mainshaft (12) being adapted to being rotated by power transferred from the input shaft, the first and second intermediate shafts (14, 16) being so arranged that the respective disengageable gearwheels (30, 40) on these shafts are adapted to meshing with one another, and a gearwheel (20) on the input shaft (10) being adapted to meshing with the gearwheel (40) on the second intermediate shaft (16) so that, during operation, the mainshaft is caused to rotate, in the opposite direction from the input shaft, by power transferred from the first intermediate shaft (14). The invention also relates to a motor vehicle comprising said transmission.
Description
Technical field
The present invention relates to be used for speed changer according to the motor vehicle of claim 1 preamble.The invention further relates to the vehicle that comprises speed changer according to claim 10.
Background technique
Heavy truck and bus need have the gearbox of larger amt gear ratios poor (for example poor up to 14 gear ratios), yet light truck etc. often are equipped with has the still less gearbox of gear ratios difference.
The tradition gearbox is worked by this way, and to input shaft, via gear, this driving power is passed to jack shaft from input shaft from the driving transmission of power of motor, and power is passed to main shaft from jack shaft, and is passed to cardan shaft via output shaft.Gear number change in the main-gear box, but be three or four synchromesh gears the most at large.Through various types of additional gear being connected to the main-gear box of vehicle, can increase the quantity of velocity ratio, this is necessary for heavy truck with the vehicle with heavy-duty trailer.Connecting so-called subdivision gear provides the middle bay between other gears in main-gear box, and this subdivision gear is the two fast extra cells that comprise two gears that can throw off that are arranged on the input shaft.In addition, the speed changer that is used for heavy truck etc. is equipped with so-called scope shelves usually, and it is the two fast additional devices that are connected to the carry-out part of main shaft, changes velocity ratio via planetary pinion or spur wheel.
Because the space by vehicle parts such as line, cooler and electronic equipment for example occupy in the truck in modern times needs compact more especially vertically speed changer.Shortcoming with traditional speed changer of subdivision gear is that the subdivision gear constitutes the extra row of the gear that occupies exceptional space.Substitute and have two gears that are used for the subdivision gearing; One is used for low subdivision; Another is used for high subdivision, and the mode that reduces gear row's quantity is a layout subdivision gear in speed changer, and this subdivision gear can be used as high subdivision input or is engaged as low subdivision output.This means to have only gear that is used for low and high subdivision, rather than two, thereby gear row's quantity reduced.This solution is a traditional scheme, and forms the conventional components of speed changer.
The shortcoming of this subdivision gear is that because it is as driving or follower, the gear teeth are loaded along both direction, causes it responsive more aspect intensity.And because the subdivision gear is engaged along a direction or another direction, in running, all gears are therefore all the time with bigger load and bigger wearing and tearing rotation.When gear rotated and is dipped in the oil, they were braked, and cause power loss.
US 6,105, and 449 relate to a kind of speed changer, and the transmission of its medium power is dispensed on two jack shafts.Speed changer also is configured to realized directly driving by input shaft, and main shaft/output shaft is joined together, and the direct transmission through power provides power for vehicle.It is to be set at neutral position that subdivision is synchronized with, and in this position, all gears are thrown off.This produces economical operation, and has reduced gear wear.Yet this technological scheme comprises two subdivision gears, and therefore extra gear row.Further shortcoming is, uses two reverse shafts,, needs whole five axles that is.Therefore the gear that comprises a large amount of costlinesses.Have five axles and two subdivision gears, therefore speed changer has occupied a large amount of spaces.
Speed changer as above also has the subdivision function on reverse shaft, this means that extra counter-rotating speed ratio is poor, but that this reverse gear becomes half the gear ratios is poor.For long reversing, it is poor to hope to have whole counter-rotating speed ratio.
Summary of the invention
The object of the present invention is to provide a kind of speed changer that is used to have the motor vehicle of better reversing equipment.
Another object of the present invention is to provide a kind of compact speed changer that is used for motor vehicle.
Further purpose of the present invention is to provide a kind of efficient speed changer that is used for motor vehicle.
These and other purpose that is shown by the following description of making realizes through the speed changer and the vehicle that have the further characteristic that in the characteristic of appended independent claims 1 and 10, shows as stated.Preferred embodiment according to speed changer of the present invention limits in each appended dependent claims 2-9.
Eliminate demand through the speed changer that is used for motor vehicle for the reverse lever that separates; This speed changer comprises: input shaft; This input shaft is arranged to be supported on it in order to rotation through the gear that driving power rotates and at least one can be thrown off from the motor of vehicle, is suitable for the main shaft of supporting gear, is suitable for first jack shaft of supporting gear; The gear of wherein at least one for throwing off; Be suitable for and engagement in pairs each other at each gear on the main shaft and at least the first jack shaft, a gear of every centering is the gear that can throw off and second jack shaft that is suitable for supporting the gear that can throw off; Main shaft is suitable for by the power rotation of transmitting from input shaft; Each gear that can throw off that first and second jack shaft is arranged on these is suitable for being engaged with each other, and is suitable for being meshed with gear on second jack shaft at the gear on the input shaft, thereby; In running, main shaft is rotated in the direction opposite with input shaft from the power of the first jack shaft transmission.Make it possible to use gear on the main shaft as reverse gear wheel via the fact of the variation of the main axis rotation that produces at the gear on the input shaft.This means that in running, whole gear ratios poor (gear step) can be used to reversing.And, because do not need extra gear row to be used for reversing, also having reduced gear row's quantity, the result has produced compacter speed changer.
Input shaft preferably includes the first subdivision gear and the second subdivision gear, and they have different radiuses, and the result is the subdivision gear, and this subdivision gear makes it possible to low subdivision (low-split) and high subdivision (high-split) state operation speed changer.
Input shaft preferably can be connected directly to main shaft, thereby direct driving is provided, and this directly drives the possibility that provides in the stepping gradually of running middle gear device.
When input shaft was connected directly to main shaft, in economic scene, the gear that at least one on the input shaft can be thrown off preferably was suitable for being thrown off; Realized direct driving; This makes it possible to come operational vehicle with the mode of only input and output shaft (that is, main shaft) rotation, and the result is; Because being suitable for being dipped into, the gear of other gear train is used for cooling in the oil; Gear on jack shaft does not rotate, and has eliminated the power loss that causes owing to the braking action that in the rotary course of said gear, is caused by oil thus in fact, and therefore higher efficient arranged.
Gear ratios poor (that is, rate of change), its state that is connected directly to main shaft from input shaft preferably is suitable for littler than other gear ratios difference to the state of lower gear.It is low as far as possible that this allows engine speed especially in high scope area, to be retained, and this is desirable, for example, and from the viewpoint of fuel consume.In full speed running, for example, when running into the inclination that rises a little, change to lower gear downwards from direct driving and represent that little speed ratio is poor, thus can be with low relatively engine speed through this inclination, the result is more economical operation.
Speed changer preferably is arranged to, when input shaft is connected directly to main shaft and the second subdivision gear and is thrown off, in the drive condition of high subdivision/directly; The first subdivision gear be suitable for first jack shaft on gear engagement; So that its rotation, and when input shaft is connected directly to main shaft and the first subdivision gear and is disconnected, in the drive condition of low subdivision/directly; The second subdivision gear be suitable for second jack shaft on gear engagement so that its rotation.Directly driving in the running; First or the second subdivision gear is engaged (promptly; Drive first or second jack shaft) the fact, help changing to downwards in the process of low-grade location more synchronously because the rotation jack shaft helps to coordinate the speed of gear; Thereby produce more level and smooth transition, therefore reduced wearing and tearing.
The gear that can throw off preferably can be locked by connection set; Gear on first jack shaft can be locked by the 4th connection set; And the gear on second jack shaft can be by the locking of the 5th connection set, and these devices are connected to each other to, when reverse gear wheel is engaged; Gear on second jack shaft is thrown off, and vice versa.This means that the gear in the subdivision part (splitsection) on the reverse gear wheel and second jack shaft can not be engaged in the identical time, the result is safer speed changer.
Description of drawings
With reference to the following detailed description that combines explained, will better understand the present invention, wherein, in different views, identical reference character is used for identical parts all the time, and wherein:
Fig. 1 has schematically described the planimetric map of speed changer according to a preferred embodiment of the invention.
Fig. 2 has described the planimetric map that speed changer among Fig. 1 is in neutral state.
Fig. 3 a-f has described the planimetric map of the transmission of power of the speed changer among Fig. 1 in different jointing states.
Fig. 4 a-c has schematically described along the viewgraph of cross-section A-A and the B-B at the different piece place of the speed changer among Fig. 1.
Embodiment
Fig. 1 has schematically described the planimetric map of speed changer 1 according to a preferred embodiment of the invention, and this speed changer comprises input shaft 10, has input end 12 ' and output end 12 " main shaft 12, and first jack shaft 14 and second jack shaft 16.Input shaft 10 and main shaft 12 quilts layout coaxially one by one, and can directly be connected to each other.Each jack shaft 14; 16 on the side of their input shafts 10 separately and main shaft 12, be arranged to parallel in fact; And extend along the input shaft 10 and the length of main shaft 12 in fact, the zone of contiguous input shaft constitutes subdivision part S, and the zone of contiguous main shaft is major component H.Input shaft 10 is arranged to rotate through the power that receives from the motor of motor vehicle (for example truck etc.).
In major component, first jack shaft is three fixing gears 34,36,38 of supporting further; And three fixing gears 44,46,48 of second jack shaft supporting; First gear, 24 engagements on gear 34,44 and the main shaft, gear 36; 46 with main shaft on the engagement of second gear 26, and the 3rd gear 28 engagements on gear 38,48 and the main shaft.
The input shaft 10 supporting first subdivision gear 20 and the second subdivision gears 22 in the subdivision part, this first subdivision gear 20 and the second subdivision gear 22 releasably are supported on the axle 10 with rotation.The diameter of the first subdivision gear 20 is less than the diameter of the second subdivision gear 22.
Input shaft/main shaft and first and second jack shaft form the structure that is essentially equilateral triangle as describing among Fig. 4 a in cross section.First and second jack shaft 14,16 preferably forms the plane, yet; When speed changer 1 was installed in the vehicle, input shaft 10 was in the different plane jack shaft 14 with main shaft 12; 16 preferably are arranged in fact in the plane under input shaft/main shaft, and this is in order that oil cooling etc.Can also imagine other location, can comprise, for example, power output (powertake-off) etc., in this case, the plane of jack shaft is rotated about input shaft/main shaft.This does not describe in Fig. 1 because in order schematically to illustrate function, jack shaft by radially away from input shaft/main axle moving, to be in the plane identical with input shaft/main shaft.The mutual alignment of axle is illustrated among Fig. 4.
The gear of speed changer 1 that is releasably supported with rotation can be through being in coupling sleeve 50,52, and the connection set of 54,56,58 forms locks in a conventional manner.First and second gear 24 on the main shaft 12; 26 replacedly can be by 50 lockings of first coupling sleeve; The 3rd gear 28 on the main shaft is locked by second coupling sleeve 52 with input shaft 10 and main shaft 12, and first and second subdivision gear 20,22 is by 54 lockings of the 3rd coupling sleeve; Reverse gear wheel 30 is by 56 lockings of the 4th coupling sleeve, and the gear 40 on second jack shaft 16 is by 58 lockings of the 5th coupling sleeve.The the 4th and the 5th coupling sleeve 56,58 preferably is connected to each other, and preferably connects through two shift forks, and by this way, when reverse gear wheel 30 was engaged, the gear 40 on second jack shaft 16 was thrown off, and vice versa.This means that the gear 40 on the reverse gear wheel 30 and second jack shaft can not be engaged simultaneously.
In the gear engaging process synchronously also in a conventional manner through with input shaft and main shaft on the synchronizer that is associated of the gear that can throw off separately produced these with input shaft/main shaft on gear between speed adjust, the gear on this input shaft/main shaft is engaged in shift process.In Fig. 1, synchronously by asterisk (*) expression.Gear 40 on the reverse gear wheel 30 and second jack shaft is preferably asynchronous, and it is represented by " o ".
Fig. 2 has described the more detailed planimetric map that speed changer 1 among Fig. 1 is in neutral state.Here once more with jack shaft 14,16 radially away from input shaft/main axle moving, so that example is clearer.
Fig. 3 a-f has described the planimetric map of the transmission of power of the speed changer among Fig. 1 in various jointing states, with jack shaft 14,16 radially away from input shaft/main axle moving.
Fig. 3 a has described to be bonded into the planimetric map of first gear with the speed changer 1 of low subdivision 1 operation.Therefore the first subdivision gear 20 on the input shaft 10 is joined so and is bonded on gear 40 engagements on second jack shaft 16; And the gear 44 on second jack shaft 16 is joined so and is bonded on first gear, 24 engagements on the main shaft 12; Thereby; In running, power F1 is via the gear 40 on second jack shaft 16, and the first subdivision gear 20 from input shaft 10 is passed to first gear 24 on the main shaft 12.
Fig. 3 b has described to be bonded into the planimetric map of first gear with the speed changer 1 of high subdivision h operation.Therefore the second subdivision gear 22 on the input shaft 10 is joined so and is bonded on gear 32 engagements on first jack shaft 14; And be bonded on gear 34 and first gear, 24 engagements that are bonded on the main shaft 12 on first jack shaft 14; Thereby; In running, power F1 is via the gear 32 on first jack shaft 14, and the second subdivision gear 22 from input shaft is passed to first gear 24 on the main shaft 12.
Fig. 3 c has described according to an aspect of the present invention, has been bonded into so-called direct driving, that is, and and the planimetric map of the speed changer 1 that the fourth speed position combines with high subdivision.In order to produce direct driving; Input shaft 10 is suitable for being connected directly to main shaft 12, and simultaneously, the second subdivision gear 22 on the input shaft 10 is joined so and is bonded on gear 32 engagements on first jack shaft 14; Thereby; In running, power F1 directly is passed to main shaft from input shaft 10, and the second subdivision gear 22 from input shaft 10 is passed to the gear 32 on first jack shaft 14.Advantage is; Be changed to downwards that (being to be changed to the process of the high 3h in third gear position from position, fourth speed position 4 in this case) helps synchronously in the process of more low-grade state; Because rotate the speed that first jack shaft 14 helps to coordinate gear, thereby produce more level and smooth transition.Directly driving can combine with low subdivision similarly.
Fig. 3 d described according to an aspect of the present invention, be bonded into and be used for direct driving, that is, and and the planimetric map of the speed changer 1 of fourth speed position 4 operations.In order to produce direct driving, input shaft 10 is suitable for being connected directly to main shaft 12, thereby in running, power F1 directly is passed to main shaft 12 from input shaft 10, and what all can be thrown off is out of gear.Advantage is, is not eliminated because the power loss that in the rotary course of the gear of jack shaft 14,16, is caused by the caused braking action of oil does not rotate through them in fact, and the result is higher efficient, that is, and and more economical operation.
Fig. 3 e has described to be in the planimetric map of the speed changer of neutral state, and wherein, all gears are thrown off, and the advantage that thereupon produces is, in running, and the rotation of neither one gear, main shaft or jack shaft do not rotate yet, and the result is wearing and tearing still less.
Fig. 3 f has described according to an aspect of the present invention, has been bonded into the planimetric map of the speed changer 1 that is used for the operation of the second gear reverse gear.In order to realize reverse gear; The first subdivision gear 20 on the input shaft 10 is joined so and the gear of on second jack shaft 16, throwing off 40 engagements, and further makes in gear of throwing off on second jack shaft 16 40 and reverse gear wheel 30 engagements that are bonded on first jack shaft 14.And; In the example in Fig. 3 f, the gear 36 that is bonded on first jack shaft 14 is suitable for and second gear, 26 engagements that are bonded on the main shaft 12, thus; In running; Power F1 is passed to the reverse gear wheel 30 on first jack shaft 14 via the gear 40 on second jack shaft 16 from the first subdivision gear 20 on the input shaft 10, thereby first jack shaft 14 rotates in the opposite direction, is passed to second gear 26 on the main shaft 12 from the power of first jack shaft 14 from the gear 36 on first jack shaft 14; And make main shaft 12 rotate, thereby realize second grade of counter-rotating.In a similar fashion, can produce the rotation of main shaft, thus vehicle with first or third gear fall back.Therefore can realize with three complete gear ratios contrast reversals.
Fig. 4 a has described the cross section, A-A among Fig. 1; The input part of subdivision part is in the reverse gear state; Show on the input shaft the first subdivision gear 20 how with second jack shaft 16 on gear 40 engagements; Gear 30 engagements on itself and first jack shaft, but with 20 engagements of the first subdivision gear, therefore produce reverse gear.
Fig. 4 b has described the cross section, A-A among Fig. 1, and the input part of subdivision part is in low subdivision range state.The first subdivision gear on the input shaft 10 and the gear on second jack shaft 16 40 engagements here make it possible to transmission of power to main shaft is used for low subdivision gearing.
Fig. 4 c has described the cross section B-B among Fig. 1, and the output of subdivision part is in high subdivision range state.Second subdivision gear on the input shaft 10 and 32 engagements of the gear on first jack shaft 14 make it possible to transmission of power to main shaft is used for high subdivision gearing here.
Speed changer preferably includes scope shelves (rangegear) (not shown) that is connected to the main shaft output in a conventional manner, and it can be arranged to high scope, promptly; Under the situation that does not change velocity ratio, directly through the scope shelves, speed changer moves at high-speed region power; Or be arranged to low scope; Wherein the driving power from main shaft passes through via planet wheel, thereby produces the variation that lowers category, and speed changer moves at low-speed region.
Claims (10)
1. speed changer that is used for motor vehicle, this speed changer comprises: input shaft (10), said input shaft are arranged to through the subdivision gear (20 that driving power rotates and at least one can be thrown off from the motor of vehicle; 22) be supported on the said input shaft in order to rotation, be suitable for supporting gear (24,26; 28) main shaft (12); First jack shaft (14) that is suitable for supporting gear, at least one reverse gear wheel (30) for throwing off in the gear of this first jack shaft (14) supporting is suitable for and engagement in pairs each other at each gear on the said main shaft and on said at least first jack shaft; The gear of a gear of every centering for throwing off; With second jack shaft (16) that is suitable for supporting the gear (40) that can throw off, said main shaft (12) is suitable for being it is characterized in that by the power rotation of transmitting from said input shaft; Said first and second jack shaft (14; 16) be arranged to each reverse gear wheel that can throw off (30) on these and the gear (40) that can throw off and be suitable for being engaged with each other, be suitable for being meshed with said gear of throwing off (40) on said second jack shaft (16) at the subdivision gear (20) on the said input shaft (10), thereby; In running, the power that transmits from said first jack shaft (14) makes main shaft rotate in the direction opposite with said input shaft.
2. speed changer according to claim 1 is characterized in that, said input shaft (10) can be connected directly to said main shaft (12).
3. speed changer according to claim 1 and 2 is characterized in that, when said input shaft (10) was connected directly to said main shaft (12), in economic scene, the subdivision gear (20,22) that at least one on the said input shaft can be thrown off was suitable for being thrown off.
4. speed changer according to claim 2 is characterized in that, the state that is connected directly to said main shaft (12) from said input shaft (10) is poor to the gear ratios of the state of lower gear, and promptly the transmission ratio is suitable for littler than other gear ratios difference.
5. speed changer according to claim 1 and 2 is characterized in that, said input shaft comprises the first subdivision gear (20) and the second subdivision gear (22), and they have different diameters.
6. speed changer according to claim 5 is characterized in that, the said first subdivision gear (20) can be thrown off with the said second subdivision gear (22), thereby at neutral state, both are thrown off simultaneously for they.
7. speed changer according to claim 5; It is characterized in that; When said input shaft (10) is connected directly to said main shaft (12) and the said first subdivision gear (20) and is thrown off; In high subdivision and direct drive condition, the said second subdivision gear (22) be suitable for said first jack shaft (14) on gear engagement so that its rotation.
8. speed changer according to claim 5; It is characterized in that; When said input shaft (10) is connected directly to said main shaft (12) and the said second subdivision gear (22) and is thrown off; In low subdivision and direct drive condition, the said first subdivision gear (20) be suitable for said second jack shaft on gear engagement so that its rotation.
9. speed changer according to claim 1 and 2; It is characterized in that said reverse gear wheel of throwing off and said gear of throwing off can be locked by connection set, the said reverse gear wheel of throwing off (30) on said first jack shaft (14) can be locked by the 4th connection set (56); And the said gear of throwing off (40) on said second jack shaft (16) can be locked by the 5th connection set (58); This device (56,58) is connected to each other to, when said reverse gear wheel of throwing off (30) when being engaged; Said gear of throwing off (40) on said second jack shaft (16) is thrown off, and vice versa.
10. motor vehicle comprise according to each described speed changer among the claim 1-9.
Applications Claiming Priority (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| SE0700661-2 | 2007-03-16 | ||
| SE0700661A SE530985C2 (en) | 2007-03-16 | 2007-03-16 | Transmission for motor vehicles and motor vehicles comprising this transmission |
| SE07006612 | 2007-03-16 | ||
| PCT/SE2008/050271 WO2008115133A1 (en) | 2007-03-16 | 2008-03-12 | Gear box for motor vehicles and motor vehicle comprising said gear box |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN101668965A CN101668965A (en) | 2010-03-10 |
| CN101668965B true CN101668965B (en) | 2012-06-13 |
Family
ID=39766150
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN2008800086861A Expired - Fee Related CN101668965B (en) | 2007-03-16 | 2008-03-12 | Gear box for motor vehicles and motor vehicle comprising said gear box |
Country Status (8)
| Country | Link |
|---|---|
| EP (1) | EP2137431B1 (en) |
| JP (1) | JP5220773B2 (en) |
| CN (1) | CN101668965B (en) |
| AT (1) | ATE508297T1 (en) |
| BR (1) | BRPI0806905A2 (en) |
| DE (1) | DE602008006706D1 (en) |
| SE (1) | SE530985C2 (en) |
| WO (1) | WO2008115133A1 (en) |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| SE539122C2 (en) * | 2012-07-05 | 2017-04-11 | Scania Cv Ab | Procedure and systems for driving vehicles |
| DE112017001163T5 (en) | 2016-04-03 | 2018-11-22 | Eaton Corporation | GANGRAD AXIAL ENGINE OPTIMIZATION FOR HIGH-EFFICIENCY VEHICLE TRANSMISSIONS |
| EP4325085B1 (en) * | 2022-08-18 | 2024-11-06 | Volvo Truck Corporation | A transmission for a vehicle |
| EP4325086A1 (en) * | 2022-08-18 | 2024-02-21 | Volvo Truck Corporation | A transmission for a vehicle |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2079877A (en) * | 1980-07-05 | 1982-01-27 | Rolls Royce Motors Ltd | Multi-ratio gearbox |
| US4635495A (en) * | 1985-10-18 | 1987-01-13 | Twin Disc, Incorporated | Multi-speed reversible power transmission |
| WO1992010381A1 (en) * | 1990-12-10 | 1992-06-25 | Ab Volvo | Automatic transmission |
Family Cites Families (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2612787A (en) * | 1950-07-22 | 1952-10-07 | Borg Warner | Double countershaft transmission |
| FR2396213A1 (en) * | 1977-06-30 | 1979-01-26 | Berliet Automobiles | COMPACT GEARBOX FOR A MOTOR VEHICLE |
| JPS63111346A (en) * | 1986-10-28 | 1988-05-16 | Fuji Tool & Die Co Ltd | Manual transmission for vehicle |
| SE464347B (en) * | 1988-08-12 | 1991-04-15 | Volvo Ab | MOTOR VEHICLE TRANSLATED WITH TWO CONCENTRICALLY STORED INHIBITIONS |
| SE467426B (en) * | 1990-11-01 | 1992-07-13 | Volvo Ab | MOTORFORDONSVAEXELLAADA |
| IT1287635B1 (en) * | 1996-03-21 | 1998-08-06 | Landini Spa | DOUBLE CLUTCH GEARBOX ON LOAD FOR AGRICULTURAL TRACTORS WITH OR WITHOUT ENGINE CLUTCH |
| US6095003A (en) * | 1998-09-08 | 2000-08-01 | Eaton Corporation | Control for controller-assisted, manually shifted, synchronized, splitter type compound transmissions |
| EP1077336B1 (en) * | 1999-07-05 | 2002-03-20 | Ford Global Technologies, Inc., A subsidiary of Ford Motor Company | Six-speed countershaft transmission system for motor vehicles |
| DE10335262A1 (en) * | 2003-08-01 | 2005-03-03 | Daimlerchrysler Ag | Dual-clutch transmission with coaxial drive and output |
-
2007
- 2007-03-16 SE SE0700661A patent/SE530985C2/en not_active IP Right Cessation
-
2008
- 2008-03-12 AT AT08724218T patent/ATE508297T1/en not_active IP Right Cessation
- 2008-03-12 CN CN2008800086861A patent/CN101668965B/en not_active Expired - Fee Related
- 2008-03-12 BR BRPI0806905-0A patent/BRPI0806905A2/en not_active IP Right Cessation
- 2008-03-12 DE DE602008006706T patent/DE602008006706D1/en active Active
- 2008-03-12 EP EP08724218A patent/EP2137431B1/en not_active Not-in-force
- 2008-03-12 JP JP2009553549A patent/JP5220773B2/en not_active Expired - Fee Related
- 2008-03-12 WO PCT/SE2008/050271 patent/WO2008115133A1/en active Application Filing
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2079877A (en) * | 1980-07-05 | 1982-01-27 | Rolls Royce Motors Ltd | Multi-ratio gearbox |
| US4635495A (en) * | 1985-10-18 | 1987-01-13 | Twin Disc, Incorporated | Multi-speed reversible power transmission |
| WO1992010381A1 (en) * | 1990-12-10 | 1992-06-25 | Ab Volvo | Automatic transmission |
Also Published As
| Publication number | Publication date |
|---|---|
| SE0700661L (en) | 2008-09-17 |
| EP2137431A1 (en) | 2009-12-30 |
| JP2010520983A (en) | 2010-06-17 |
| DE602008006706D1 (en) | 2011-06-16 |
| EP2137431A4 (en) | 2010-09-01 |
| ATE508297T1 (en) | 2011-05-15 |
| JP5220773B2 (en) | 2013-06-26 |
| BRPI0806905A2 (en) | 2014-04-29 |
| SE530985C2 (en) | 2008-11-11 |
| CN101668965A (en) | 2010-03-10 |
| WO2008115133A1 (en) | 2008-09-25 |
| EP2137431B1 (en) | 2011-05-04 |
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